JP5430216B2 - Cart side movement restriction device - Google Patents

Description

  The present invention relates to a cart lateral movement regulating device, and more particularly to a cart lateral movement regulating device that prevents the occurrence of a secondary disaster by regulating the lateral movement of a cart when a railway vehicle derails due to an earthquake, a gust of wind, or the like.

  A derailment prevention guard is provided along the inside of the rail for the purpose of preventing derailment when the railway vehicle receives a lateral load due to a natural disaster such as an earthquake or a gust of wind. However, as a device that guides the vehicle to travel on a roadbed or roadbed with sleepers when it derails beyond this derailment guard, it is provided with a derailment guard along the inside of the rail. A device has been proposed in which a stopper that protrudes downward is provided at an inner position from the wheel of the carriage, and the lateral movement of the carriage is regulated by sliding the stopper against the inner surface of the derailment prevention guard at the time of derailment. 1).

International Publication No. 2007/105672 Pamphlet

  Even in the cart lateral movement regulating device described in Patent Document 1, it is possible to regulate the lateral movement of the cart at the time of derailment, but a large impact may be applied to the stopper at the joint of the derailment prevention guard, not only the stopper, There is a risk that a heavy load is applied to the cart or the vehicle body. Since it is difficult to eliminate the seam of the derailment prevention guard from the viewpoint of maintenance of the derailment prevention guard, it is necessary to take measures on the stopper side.

  Accordingly, an object of the present invention is to provide a cart lateral movement regulating device that can prevent a large impact from being applied to the stopper when the cart lateral movement regulating device is operating during derailment.

In order to achieve the above object, the cart lateral movement regulating device of the present invention is configured to prevent the derailment prevention guard along the inside of the rail in order to regulate the lateral movement of the cart when the vehicle traveling on the pair of left and right rails derails. In the cart lateral movement restricting device provided with a stopper that projects downward from an inner position from the wheel of the cart and slides against the inner surface of the derailment prevention guard during derailment to regulate the lateral movement of the cart. stopper inclined sliding contact portion having a sliding surface for sliding contact with the inner surface of the derailment prevention guard, in a direction leading end protruding respectively to the front and rear portions of the sliding contact portion is away from the inner surface of the derailment prevention guard and a guide portion having a guide slope base are continuous to the sliding contact surfaces, the top sides of the sliding contact portion, when the sliding surface is in sliding contact with the inner surface of the derailment prevention guard, the derailment-proof In sliding contact with the upper surface of the guard and a carriage supporting unit having a carriage support surface for regulating the downward movement of the carriage, the carriage supporting portion tip protrudes respectively the front and rear of該台wheel supporting portion and the The derailment prevention guard is provided with a downward guide portion that is inclined in a direction away from the upper surface of the derailment prevention guard and has a downward guide slope that is continuous with the carriage support surface .

  The stopper is formed of a stopper main body having the sliding contact portion and the guide portion, and a stopper mounting member to which an upper portion of the stopper main body is attached so that the vertical position can be adjusted. At the upper part of the mounting member, there is provided a carriage attachment portion that is attached to a stopper attachment portion provided on the carriage, and when the carriage attachment portion is attached to the stopper attachment portion, the carriage attachment portion and the stopper attachment portion are provided. The concave and convex engaging portions that engage with each other are provided, and in particular, the concave and convex engaging portions are provided on either side surface portion of either the stopper mounting portion or the upper portion of the stopper mounting member. It is characterized by a groove in the front-rear direction and a protrusion that protrudes from either side of the other and engages with the groove.

  Further, the upper portion of the stopper body and the stopper mounting member are formed by bringing the stopper body mounting surface of the stopper mounting member in the sleeper direction and the contact surface provided on the upper portion of the stopper body into surface contact with each other. In the state where the mounting member is overlapped in the front-rear direction, it is fixed by a bolt that penetrates the stopper body mounting surface and the contact surface of the stopper body, and the vertical position of the bolt on the contact surface is the lower part of the stopper body at the time of derailment. It is characterized in that the tensile load acting on the bolt due to the longitudinal load applied to the bolt is set at a position where the tensile load is the same as the forward load and the backward load.

  According to the cart lateral movement restricting device of the present invention, the guide portions having the guide slopes are projected at the front portion and the rear portion of the sliding contact portion having the sliding contact surface that is in sliding contact with the inner surface of the derailment prevention guard. The joint of the prevention guard is not subjected to a large impact, and the cart or the car body can be protected.

It is a schematic sectional front view of the trolley | bogie to which the 1st form example of the trolley | bogie horizontal movement control apparatus of this invention is applied. It is a schematic sectional side view similarly. It is a schematic sectional front view which similarly shows the state at the time of derailment. It is a partial cross section front view of the principal part which similarly shows the state at the time of derailment. It is VV sectional drawing of FIG. It is a perspective view of a stopper similarly. It is a principal part side view of a stopper similarly. It is a perspective view of the stopper in the 2nd example of a cart lateral movement restricting device of the present invention. It is a perspective view of the stopper in the 3rd example of a cart side movement control device of the present invention. It is a partial cross section side view similarly. It is a perspective view of the stopper in the 4th example of a cart lateral movement restricting device of the present invention.

  First, a cart 11 shown in this embodiment is a bolsterless cart for an electric vehicle, and a main motor 13 is fixed to a lateral beam 12a of the cart frame 12, and a rotational force of the main motor 13 is determined by a flexible joint and a gear device. Is transmitted to the wheel shaft 14 and the wheel 15. In addition, a shaft box support device and a shaft box for supporting both ends of the wheel shaft 14 are provided at both ends of the side beam 12b of the carriage frame, and a brake device is also provided. A vehicle body 16 is placed on the carriage frame 12 via a pillow spring, and the carriage 11 and the vehicle body 16 are connected by a towing device 17 for transmitting driving force and braking force. ing.

  The towing device 17 has a single link 20 connecting a vehicle body side link receiver 18 provided at a lower portion of the frame 16a of the vehicle body 16 and a vehicle side link receiver 19 provided on one side beam 12a. In this link type, both ends of the link 20 are formed in a ring shape, and a rubber bush 22 having a horizontal shaft portion 21 is fitted to the ring-shaped portion and protrudes on both sides of the rubber bush 22. The shaft portions 21 are fixed to the link receivers 18 and 19 by bolts 23, respectively.

  A stopper 25 protruding downward is attached to the cart side link receiver 19. The stopper 25 is formed by a stopper mounting member 26 fixed to the cart side link receiver 19 serving as a stopper mounting portion, and a stopper main body 27 attached to the lower portion of the stopper mounting member 26. The stopper mounting member 26 is formed in a U shape in which mounting arms 26b are erected on both sides of the horizontal base portion 26a, and the distance between the mounting arms 26b is slightly wider than the width dimension of the rubber bush 22. Has been.

  In addition, bolt holes 26c through which the bolts 23 are inserted are provided in the upper portions of the both mounting arms 26b serving as the cart mounting portions, and the both side surfaces of the cart-side link receiver 19 are provided on both upper side portions of the both mounting arms 26b. Protrusions 26 d that engage with the respective recessed grooves 19 b provided in the front-rear direction are provided in a state of protruding in the direction of the cart-side link receiver 19. Furthermore, a long bolt insertion hole 26e that is long in the vertical direction is provided on both side portions of the base portion 26a of the stopper mounting member 26, and a rectangular shape having an uneven engagement portion 26f on the protruding end surface on the surface on the stopper body mounting side. The stopper main body fixing portion 26g is protruded, and an engaging groove 26h in the vertical direction is provided on the surface of the base portion 26a on the stopper main body mounting side.

  The stopper main body 27 has a sliding contact portion 28 and a carriage support portion 29 integrally provided at a lower portion of a horizontal base portion 27a. A concave / convex engaging portion 27b for engaging with the concave / convex engaging portion 26f is provided, and a bolt for inserting a bolt 30 for attaching the stopper main body 27 to the stopper mounting member 26 at a position corresponding to the bolt insertion long hole 26e. A hole 27c is provided. An engaging convex portion 27d in the vertical direction that engages with the engaging concave groove 26h is provided at the central portion of the stopper main body 27 on the stopper mounting member 26 side.

  The lower portion of the stopper mounting member 26 and the upper portion of the stopper main body 27 are engaged by engaging the concave and convex surfaces of the concave and convex engaging portions 26f and 27b at a predetermined vertical position, and engaging concave grooves 26h and engaging convex portions. 27d is engaged, and the bolt 30 penetrating the bolt insertion long hole 26e and the bolt hole 27c is fastened to the nut 30a in a state where the lower part of the stopper mounting member 26 and the upper part of the stopper main body 27 are overlapped in the front-rear direction. Fixed by.

  The vertical position of the bolt 30 in a fixed state between the stopper mounting member 26 and the stopper main body 27 is determined by the longitudinal load applied to the sliding contact portion 28 and the carriage support portion 29 provided at the lower portion of the stopper main body 27. Is set at a position where the same tensile load is applied to the forward load and the backward load.

  That is, in FIG. 7, when derailment occurs while the vehicle is traveling in the direction of the arrow A <b> 1, a load is applied from the front of the stopper main body 27 to the lower portion of the stopper main body 27 (sliding contact portion 28 and carriage support portion 29). P1 acts, and this load P1 acts on the bolt 30 as a tensile load F1 with the lower end B1 of the contact surface of the concave and convex engaging portions 26f and 27b as a fulcrum. On the other hand, when the vehicle derails while traveling in the direction of the arrow A2, a load P2 is applied from the rear portion of the stopper main body 27, and this load P2 is the upper end of the contact surface of the concave and convex engaging portions 26f and 27b. It acts as a tensile load F2 on the bolt 30 with B2 as a fulcrum.

  The tensile load F1 acting on the bolt 30 when the load P1 is applied from the front portion and the tensile load F2 acting on the bolt 30 when the load P2 is applied from the rear portion are F1 = (P1 × D1) / L1, And F2 = (P2 × D2) / L2, respectively. In the formula, L1 is the distance between the center line C of the bolt 30 and the lower end B1 of the contact surface, L2 is the distance between the center line C of the bolt 30 and the upper end B2 of the contact surface, and D1 is the load P1, P2. The distance between the action point and the lower end B1 of the contact surface (distance in the direction perpendicular to the center line C), D2 is the distance between the action point of the loads P1 and P2 and the upper end B2 of the contact surface (perpendicular to the center line C). Direction distance).

If the loads P1 and P2 from the front and rear are made the same from the conditions such as the running speed of the vehicle, in order to make the tensile loads F1 and F2 acting on the bolt 30 the same value, (P1 × D1) / L1 = (P2 XD2) / L2, and P1 = P2, so D1 / L1 = D2 / L2. By setting the vertical position of the bolt 30 with respect to the contact surfaces of the concave and convex engaging portions 26f and 27b in this way, the tensile loads F1 and F2 acting on the bolt 30 are set to the same value regardless of the traveling direction of the vehicle. be able to.

Accordingly, the tensile strength of the bolt 30 can be optimized, and the stopper main body 27 is attached to the stopper mounting member 26 before the bolt 23 for fixing the shaft portion 21 and the stopper 25 of the link 20 to the cart side link receiver 19 is broken. Since it is possible to set the strength of the bolts 23 and 30 so that the bolt 30 for fixing the bolt is broken, even if an excessive longitudinal load is input to the stopper body 27 at the time of derailment, Thus, it is possible to reliably prevent the bolt 11 from being broken and the shaft portion 21 from falling off the cart-side link receiver 19 to separate the cart 11 and the vehicle body 16 from each other.

  The slidable contact portion 28 has slidable contact surfaces 28a on both sides that are in slidable contact with the inner surface 52a of the derailment prevention guard 52 provided along the inner sides of the left and right rails 51, 51. 28 have guide portions 31 protruding at the front and rear portions, respectively. The guide portion 31 has a distal end inclined in a direction gradually separating from the inner side surface 52a of the derailment prevention guard 52, and a base portion having lateral guide inclined surfaces 31a continuous with the sliding contact surface 28a at the front and rear portions on both sides.

  The carriage support portions 29 are provided on both upper side portions of the sliding contact portion 28. When the sliding contact surface 28a is in sliding contact with the inner side surface 52a of the derailment prevention guard 52, the derailment prevention guard 52 is provided. It has a carriage support surface 29a that slidably contacts the upper surface 52b and restricts the movement of the carriage 11 downward, and has downward guide portions 32 that protrude from the front and rear portions of the carriage support portion 29, respectively. The downward guide portion 32 has a tip inclined at a direction gradually separating from the upper surface 52b of the derailment prevention guard 52, and a base portion having a downward guide inclined surface 32a continuous with the cart support surface 29a at the front and rear portions.

  The stopper 25 formed in this manner is configured such that the carriage-side link receiver is received by the bolt 23 together with the shaft portion 21 of the link 20 in a state where the convex portion 26d of the stopper mounting member 26 is engaged with the concave groove 19b of the carriage-side link receiver 19. It is attached to 19 and will be in the state which protruded below from the inner side position from the wheel 15 of the trolley | bogie 11. FIG.

  On the other hand, on the track side, the derailment prevention guard 52 is provided along the inside of the left and right rails 51, 51. The derailment prevention guard 52 is formed by a fixing member 54 attached to a concrete roadbed of a slab track or a sleeper 53 of a ballast track, and a T-shaped guard member 55 attached to the upper portion of the fixing member 54. The height of the guard member 55 is set so as to be flush with or slightly higher than the upper surface of the rail 51.

  The rail-side portion 55a of the guard member 55 is configured such that when the wheel 15 is lifted by a shake such as an earthquake and the flange 15a of one wheel 15 tries to get over the rail 51, the inner surface of the other wheel 15 is the rail-side portion 55a. This prevents the other wheel 15 from derailing inside the track and prevents the flange 15a of one wheel 15 from getting over the rail 51, thereby preventing the vehicle from running without disturbing the vehicle. The wheel 15 is prevented from being detached from the wheel 51.

  The inner side surface 52a of the derailment prevention guard 52 located inside the track is when the flange 15a of one wheel 15 gets over the rail 51 and the other wheel 15 gets over the derailment prevention guard 52 and derails due to large shaking. The slidable contact surface 28a of the slidable contact portion 28 is in sliding contact with the inner side surface 52a, thereby restricting further movement of the carriage 11 in the derailment direction without preventing the vehicle from traveling. Further, the carriage support surface 29 a of the carriage support portion 29 is in sliding contact with the upper surface 52 b of the derailment prevention guard 52, so that the flange 15 a of the wheel 15 is prevented from violently colliding with the sleepers 53 and the fixing member 54. Furthermore, it is avoided that the tip of the guide part 31 collides with the fixing member 54 violently. Further, when the sliding contact surface 28a of the sliding contact portion 28 is in sliding contact with the inner side surface 52a, the guard member 55 is subjected to a force that tends to fall in the direction of the rail 51, but the carriage support surface 29a slides on the upper surface 52b. The carriage support surface 29a is in a state of pressing the inner side surface 52a side of the guard member 55 downward so that the guard member 55 can be prevented from falling in the rail direction.

  In addition, since the guide portion 31 having the guide slope 31a and the downward guide portion 32 having the downward guide slope 32a are provided, even when a mistake occurs in the joint portion of the guard member 55, the guide slope 31a or the downward guide slope is provided. Since the sliding contact portion 28 and the cart support portion 29 can be prevented from colliding with the seam by 32a, a large impact is not received from the joint portion of the seam, the stopper 25 can be prevented from being damaged by the impact, and the cart It is also possible to prevent the vehicle body from being damaged.

  Further, when the slidable contact surface 28a is slidably contacted with the inner surface 52a of the derailment prevention guard 52, horizontal force and rotational force are applied to the stopper main body 27. However, the engagement concave groove 26h and the engagement convex portion 27d Are engaged, and the concave and convex engaging portions 26f and 27b are engaged with each other. Therefore, the stopper mounting member 26 and the stopper main body 27 are not misaligned, and shearing force is applied to the bolt 30. It does not work. Similarly, since the concave groove 19b and the convex portion 26d are engaged with each other at the upper portion of the stopper 25, the positional deviation between the carriage side link receiver 19 and the stopper mounting member 26 can be prevented, and the bolt 23 is sheared. There is no force acting. Thereby, the bolts 23 and 30 can be protected from breakage.

  In addition, since the bolt hole 26e is provided in the stopper mounting member 26, the vertical position of the stopper body 27 can be easily adjusted. When the wheel diameter is reduced by grinding the wheel 15, the stopper mounting member 26 is provided. By changing the mounting position of the stopper body 27 with respect to the member 26 upward, the stopper body 27 does not protrude below the vehicle limit L.

  Accordingly, since the lateral movement of the derailed carriage 11 is restricted, it is possible to prevent the derailment to the outside of the track and the overturning of the vehicle in advance, the secondary disaster caused by the derailment can be prevented, and not only the stopper 25. The carriage 11 and the vehicle body 16 can be prevented from being damaged by impact.

  The dimensions and inclination angles of the guide slopes 31a and 32a can be set as appropriate according to conditions such as the misalignment of the guard member 55 and the speed of the vehicle. It can also be a spherical surface. Further, the size of the stopper 25, particularly the width of the sliding contact portion 28 and the position of the inner surface 52 a of the derailment prevention guard 52, as described in Patent Document 1, between the vehicle bodies 16 of the trains traveling in the double-track portion. It is desirable to set to about ½ of the interval. Furthermore, when the lower surface of the main motor 13 provided on the carriage 11 is in sliding contact with the upper surface of the derailment prevention guard 52 or the rail 51 when the carriage 11 is derailed, the movement of the carriage 11 can be restricted. 29 can be omitted.

  FIG. 8 shows a second embodiment of the stopper. In the following description, the same reference numerals are given to components common to the respective embodiments, and detailed description thereof is omitted. The stopper 41 shown in the present embodiment is provided with a carriage support portion 29 provided on both upper sides of the sliding contact portion 28 in the stopper main body 42 in a state independent of the sliding contact portion 28.

  9 and 10 show a third embodiment of the stopper, and the stopper 43 shown in this embodiment is provided with an uneven engagement portion 44b on the opposing surface of the attachment arm 44a of the stopper attachment member 44 and the cart side link receiver 45. , 45a are provided, and the concave and convex engaging portions 44b, 45a are engaged with each other to prevent a shearing force from being applied to the bolt 23.

FIG. 11 shows a fourth embodiment of the stopper, and the stopper 46 shown in this embodiment is similar to the second embodiment in that the carriage support portions 29 provided on both sides of the upper portion of the sliding contact portion 28 in the stopper main body 42. Are provided in an independent state, and similarly to the third embodiment, the concave and convex engaging portions 44b are provided on the surface of the stopper mounting member 44 on the cart side link receiving side.

  DESCRIPTION OF SYMBOLS 11 ... Carriage, 12 ... Carriage frame, 12a ... Cross beam, 12b ... Side beam, 13 ... Main motor, 14 ... Wheel shaft, 15 ... Wheel, 15a ... Flange, 16 ... Car body, 16a ... Base frame, 17 ... Towing device, 18 ... body side link receiver, 19 ... bogie side link receiver, 19a ... female screw hole, 19b ... concave groove, 20 ... link, 21 ... shaft portion, 21a ... bolt hole, 22 ... rubber bush, 23 ... bolt, 25 ... stopper , 26 ... stopper mounting member, 26a ... base, 26b ... mounting arm, 26c ... bolt hole, 26d ... convex part, 26e ... long hole for bolt insertion, 26f ... uneven engagement part, 26g ... stopper main body fixing part, 26h ... Engaging groove, 27 ... stopper body, 27a ... base, 27b ... concave / convex engaging part, 27c ... bolt hole, 27d ... engaging convex part, 28 ... sliding contact part, 28a ... sliding contact surface, 29 ... cart support part 29a ... Dolly supporting surface, DESCRIPTION OF SYMBOLS 0 ... Bolt, 30a ... Nut, 31 ... Guide part, 31a ... Guide slope, 32 ... Downward guide part, 32a ... Downward guide slope, 51 ... Rail, 52 ... Derailment prevention guard, 52a ... Inner side surface, 52b ... Upper surface, 53 ... sleepers 54 ... fixing member 55 ... guard member 55a ... rail side part

Claims (5)

A derailment prevention guard is provided along the inner side of the rail to restrict the lateral movement of the carriage when a vehicle traveling on a pair of left and right rails derails, and protrudes downward from an inner position from the wheels of the carriage. The carriage lateral movement regulating device is provided with a stopper that slides against the inner side surface of the derailment prevention guard during derailment and regulates the lateral movement of the carriage, and the stopper has a sliding surface that slides on the inner side surface of the derailment prevention guard. A sliding contact portion having a guide slope that protrudes from a front portion and a rear portion of the sliding contact portion, has a distal end inclined in a direction away from an inner surface of the derailment prevention guard, and a base portion that is continuous with the sliding contact surface. If, on the upper sides of the sliding contact portion, when the sliding surface is in sliding contact with the inner surface of the derailment prevention guard, platform for restricting the downward movement of the carriage in sliding contact with the upper surface of the derailment prevention guard And a carriage support portion having a support surface, said carriage supporting section, protrude respectively in the front and rear of該台wheel support portion is inclined in a direction away from the tip the upper surface of the derailment prevention guard, the base is the carriage support A cart lateral movement restriction device comprising a downward guide portion having a downward guide slope continuous with a surface . The stopper includes a stopper main body having the sliding portion and the guide portion, according to claim 1, wherein the upper portion of the stopper body, characterized in that it is formed by a stopper mounting member attached adjustably vertical position Cart side movement restriction device. A carriage mounting portion to be attached to a stopper mounting portion provided in the carriage is provided on the stopper mounting member, and the carriage mounting portion is attached to the stopper mounting portion at the carriage mounting portion and the stopper mounting portion. 3. The cart lateral movement restricting device according to claim 2, wherein a concave and convex engaging portion that is sometimes engaged with each other is provided. The concave-convex engaging portion protrudes from the front and rear grooves provided on either side of either the stopper mounting portion or the upper portion of the stopper mounting member, and protrudes from either side of the concave groove to the concave groove. 4. The cart lateral movement restricting device according to claim 3 , wherein the cart is a convex portion to be engaged. The upper portion of the stopper body and the stopper mounting member are formed by bringing the stopper body mounting surface of the stopper mounting member in the sleeper direction and the contact surface provided on the upper portion of the stopper body into surface contact with each other. Are fixed by bolts penetrating the stopper body mounting surface and the stopper contact surface, and the vertical position of the bolt on the contact surface is added to the lower portion of the stopper body during derailment. tensile load acting on the bolt by the load in the longitudinal direction, either forward of claims 2 to 4, characterized in that it is set to a position at the same tensile load to the load and the rear direction of the load 1 The cart lateral movement restricting device according to the item.

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